Elevated cableway system

ABSTRACT

An improved cableway system for providing a track over which a vehicle traverses is disclosed. The improved system includes a catenary cable system and a pair of track cable systems. The track cable systems are hung from the catenary cable system and support tracks over which a vehicle traverses. A plurality of hangers is employed to suspend the track cable systems from the catenary cable system. A plurality of pylons support the catenary and track cable systems. A pylon includes a base pylon, a lower saddle, and an upper saddle. The lower saddle is pivotally mounted to the base pylon and supports the track cable systems. Preferred embodiments of the lower saddle include apparatuses that dampen the application of loads to the pylon by the vehicle traversing the system. The upper saddle is supported by the base pylon and supports the catenary cable system while providing for deflection of the catenary cable system in response to forces applied to the cableway system. A preferred embodiment of the cableway system includes a force equalizing assembly for joining the catenary cable system to the track cable system at points between support pylons to equalize the tension in the cables among the various cables.

[0001] This application is a continuation-in-part of application Ser.No. 08/510,479, filed Aug. 2, 1995.

BACKGROUND OF THE INVENTION

[0002] 1. Field of the Invention

[0003] This invention pertains to elevated cableway systems used in masstransit systems and the like, and, more particularly, to an improvedcableway for such systems.

[0004] 2. Description of the Prior Art

[0005] Many types of elevated cableway systems have been used in orproposed for mass transit systems. One such system is disclosed andclaimed in U.S. Pat. No. 4,069,765 issued Jan. 24, 1978 to GerhardMüller. This system is neither a suspension, or cable stayed bridge noran aerial tramway. Consequently, not all standard design criteria arenecessarily applicable to the system in the Müller '765 patent.

[0006] Thus the Müller '765 patent discloses a non-standard approachand. FIGS. 1-5 of the present application correspond to FIGS. 3-7 of theMüller '765 patent. FIG. 1 illustrates in gross an elevated cablewaysystem 10 in which vehicle 12 travels along track cable systems 14suspended from catenary, or support cable 16. As shown in FIGS. 2-3 and5, track cable systems 14 comprises locked-coil steel cables 14 a-d andcatenary cable system 16 comprises locked-coil steel cables 16 a-b.Returning to FIG. 1, a plurality of pylons 18 elevate and support trackcable systems 14 and catenary cable system 16 between the termini 20 ofsystem 10. Track cable systems 14 and catenary cable system 16 arepreferably anchored to ground 19 to sustain horizontal cable forces andtransmit them to ground 19.

[0007] One of Müller's basic approaches is illustrated in FIGS. 1-2.Stress loads associated with the “sag” in track cable systems 14 andcatenary cable system 16 caused by the weight of vehicle 12 were aproblem for cableway systems at the time Müller filed the '765 patentapplication as shown in FIG. 1. Müller proposed, as disclosed in the'765 patent, to address these problems by pre-tensioning, orpre-stressing, track cable systems 14 so that track cable systems 14levelled under the weight of vehicle 12 as shown in FIG. 1.

[0008] Part of Müller's proposed design included new cross-ties 15 andhangers, or spacers, 7 for suspending track cable systems 14 fromcatenary cable system 16. These cross-ties 15 and hangers 7, which werenew at the time, are illustrated in FIGS. 2-3. Through this suspensionsystem, track cable systems 14 were tensioned as described above and,consequently, “bowed” upward when not weighted by vehicle 12. Thisapproach has worked well and is incorporated in the present invention asset forth below.

[0009] Müller also proposed tying track cable systems 14 and catenarycable system 16 together between pylons 18 at points 22 as shown in FIG.4. Müller tied the cables with force equalization plate 24, incooperation with clamping plate 26 and wedges 28. Force equalizationplate 24 also improved the distribution of load stresses in the cablewaysystem and, in combination with tensioning track cable systems 14,substantially advanced the art.

[0010] Müller also adopted the pylon structure earlier disclosed in U.S.Pat. No. 3,753,406. As set forth in column 1, line 65 to column 2, line3 of the '765 patent, it was thought the pylons in such a system must be“stiff”. It was though that “self-aligning” or “self-adjusting” pylonswould introduce undesirable longitudinal shifting between the catenaryand track cables. However, we now know that “self-aligning” or“self-adjusting” pylons produce substantial design benefits providedmeasures are taken to minimize or eliminate longitudinal shifting.

[0011] Some problems also appeared in implementing Müller's designdespite its great advance over the art. For instance:

[0012] (1) catenary cable system 16 was strung over rollers on the topof pylons 18 and began to wear from the movement across the rollers asvehicle 12 traversed the cableway;

[0013] (2) the design of the equalizer plate 24 could also causeproblems by kinking cable elements 16 a-b, and 14 a-d, under somecircumstances; and

[0014] (3) cable elements 14 a-d were required to have upper surfacesengageable by the wheels of the vehicle because the equalizer plate didnot provide for such engagement.

[0015] It further came to be realized that load stresses could be betterdistributed through redesign of the force equalizing assembly as well asthe hangers and cross-ties, particularly in light of the new pylondesigns.

[0016] U.S. Pat. No. 4,264,996 by Baltensperger and Pfister describes asuspended railway system with towers that support a catenary cable atopthe towers and support track cables with a “stressing beam” that ispivotally connected to the towers. The '996 system is, however,distinguishably less capable than the present invention. For instance,the '996 patent fails to grasp the catenary cable at the support on topof the tower. Therefore, as described in the '996 patent, the cable isallowed to slip in the notches of the support. This slippage willinevitably cause wear on the cables.

[0017] Additionally, while the stressing beam gives some measure ofweight redistribution at the track cable support, the fact that there isonly one beam and the fact that the beam merely pivots about a singlepoint ensures that the impact with the support of a vehicle passing overthe support will not be substantially lessened. When weight is appliedto one end of the beam, the other end of the beam necessarily must tiltupwardly thereby creating a ramp for a vehicle traversing the track toclimb. With only a single beam, the tilt of the beam cannot be lesseneduntil the vehicle passes each point along the beam. If the beam hadsecondary and tertiary beams connected to it as the present inventiondoes, the moment about the central pivot point could be lessened inadvance of the vehicle. With secondary and tertiary beams, the point ofapplied load is the point where the secondary beam attaches to the mainbeam, not the point the vehicle is passing.

[0018] It is therefore a feature of this invention that it provides animproved pylon design for elevated cableway systems.

[0019] It is furthermore a feature of this invention that the improvedpylon design reduces wear on the catenary cable system by not allowingthe catenary cable system to slide or role directly on the top of thepylon.

[0020] It is furthermore a feature of this invention that the improvedpylon includes a new, deflecting upper saddle to support the catenarycable system while relieving stresses imposed on the catenary cablesystem by deflecting under load applied by the vehicle traversing thetrack cable system.

[0021] It is a still further feature of this invention that the improvedpylon includes an improved, pivotable lower saddle to better transmitforces and distribute load stresses through the cableway system as thevehicle traverses the cableway.

[0022] It is furthermore a feature of this invention that load stressesare distributed through improved hanger and spacer designs.

[0023] It is still furthermore a feature of this invention that itprovides an improved cableway system with greater lateral support forthe union between the catenary and track cable systems by providingimproved force equalizing assemblies.

[0024] It is still furthermore a feature of this invention that itprovides an alternate force equalizing assembly that reduces wear on thecatenary cable system and the track cable systems by allowing the cablesto controllably yield relative to one another as force is transferredbetween them.

SUMMARY OF THE INVENTION

[0025] The features described above, as well as other features andadvantages, are provided by an improved cableway system that includes apylon, an upper saddle, and a lower saddle. The pylon includes a basepylon, and the lower saddle is mounted to the base pylon from which atrack cable may be strung. The upper saddle, from which a catenary cablesystem/may be strung, is movably mounted to the base pylon to deflect inresponse to the weight of a vehicle traversing the track cable systems.

[0026] The improved pylon also includes in some embodiments a new lowersaddle including a main beam pivotally mounted at the center of itslongitudinal axis to the pylon for rotation in a first vertical plane. Apair of secondary beams are each pivotally mounted at the center of itslongitudinal axis to the main beam substantially at a respective end ofthe main beam for rotation in the first vertical plane. Four tertiarybeams are each pivotally mounted at the center of its longitudinal axisto one of the respective secondary beams substantially at a respectiveend of the one secondary beam for rotation in the first vertical plane.Eight suspension rods are each pivotally mounted at one of its ends toone of the respective tertiary beams substantially at a respective endof the one tertiary beam for rotation in the first vertical plane. Theother end of each suspension rod is pivotally connected to a cross-tieat the center of the cross-tie's longitudinal axis for rotation of thecross-tie in a second vertical plane that is perpendicular to the firstvertical plane. The cross-tie supports the second cable. Four shockabsorbers are each pivotally mounted at one of its ends to one of therespective tertiary beams, and the other end of each shock absorber ispivotally connected to a cross-tie near another end of a suspension rodthat is connected substantially at the other end of the tertiary beam towhich the one end of the shock absorber is connected. Four bracing rodsare each pivotally mounted at one of its ends to a cross-tie near alower end of a first suspension rod. Another end of each bracing rod ispivotally connected to a cross-tie at a lower end of and near a secondsuspension rod that is connected to an opposite end of a tertiary beamfrom which the first suspension rod hangs.

[0027] The improved cableway system also includes improved hangers andcross-ties comprising a hanger member suspended from the catenary cablesystem by one end thereof. A cross-tie is pivotably mounted to thehanger member at the end distal to the catenary cable system. A trackcable guide is affixed to the cross-tie, and a power rail guide ismounted to the cross-tie.

[0028] A force equalizing assembly for joining the catenary cable systemto the track cable systems midway between the pylons is also provided toequalize the tension between the support and track cable systems. Theassembly includes a force equalization plate having at least threeparallel channels formed along the length of a surface thereof isprovided for accepting the support cable in the center channel and thetrack cable systems in the outer channels. The channels are shaped toapproximate one-half of the respective cable circumferences, except thatthe ends of the channels are flared outwardly. The channeled clampingplate has at least three parallel channels formed along the length of afirst surface thereof is provided for accepting the support cable in thecenter channel and the track cable systems in the outer channels. Thechannels of the clamping plate are shaped to approximate one-half of therespective cable circumferences, except that the ends of the channelsare flared outwardly. The channeled clamping plate has a second surfaceopposite the first surface that is adapted for engagement by the wheelsof the cable car. The channeled surfaces of the force equalization plateand the clamping plate are complementary such that the plates may beassembled about the cables for frictionally locking the cables withinthe respective channels to equalize the tension in the support and trackcable systems. The respective flared ends of the channels in theassembled plates form a frusto-conical cavity in each end of theassembly about each of the cables for reducing wear on the cables by theends of the plates.

[0029] In another improved embodiment of the force equalizing assembly,the cables of the catenary cable system and the track cable systems aregrasped about their circumferences by cable connections of a system ofcable encasing members. The cables are thereby connected through thecable connections to a frame of the system of cable encasing members fordistributing forces among the cable systems. The force equalizingassembly is adapted to accept connection of cables both from anglesacute to and parallel with the longitudinal axis of the frame.

[0030] In another improved embodiment of the force equalizing assembly,a catenary cable system clamp grasps the catenary cable system and aplurality of track cable system clamps grasp the pair of track cablesystems. The track cable system clamps are yieldably attached to thecatenary cable system clamp to provided controlled force distributionbetween the cable systems. The top surface of the plurality of trackcable system clamps is adapted for engagement by the wheels of a vehicletraversing the elevated cableway system.

BRIEF DESCRIPTION OF THE DRAWINGS

[0031] A more particular description of the invention briefly summarizedabove can be had by reference to the preferred embodiments illustratedin the drawings in this specification so that the manner in which theabove cited features, as well as others that will become apparent, areobtained and can be understood in detail. The drawings illustrate onlypreferred embodiments of the invention and are not to be consideredlimiting of its scope as the invention will admit to other equallyeffective embodiments. In the drawings:

[0032]FIGS. 1-5 illustrate a prior art cableway system disclosed andclaimed in U.S. Pat. No. 4,069,765 issued Jan. 24, 1978 to GerhardMüller and correspond to FIGS. 3-7 therein.

[0033]FIG. 6 illustrates the pylon of the inventive cableway systemdescribed herein, including an upper saddle and a lower saddle, inelevation.

[0034] FIGS. 7A-G illustrate the upper saddle of the new pylon; FIG. 7Ais a side, elevation view; FIG. 7B is broken isometric view; FIGS. 7C-Dare elevation and plan views, respectively, of the base of the uppersaddle in partial section.

[0035]FIG. 7H illustrates an elevation view of the lower saddle of thepylon in FIG. 6; FIG. 7I is a plan view of FIG. 7H; FIG. 7J is a planview taken along section 7J-7J in FIG. 7H; FIG. 7K is an elevation viewtaken along section 7K-7K in FIG. 7H; FIG. 7L is an elevation view takenalong 7L-7L in FIG. 7H.

[0036] FIGS. 7M-N and 7P illustrate the transverse connecting frame andmain beam of the lower saddle; FIG. 7M is a partial elevation view; FIG.7N is a side elevation view taken along section 7N-7N in FIG. 7M; FIG.7P is a partial plan view of FIG. 7M; and FIG. 7Q is an elevation viewtaken along section line 7Q-7Q of FIG. 7M.

[0037]FIGS. 7R-7U illustrate the tertiary beams and suspension rod/crosstie assemblies of the lower saddle; FIG. 7R is an elevation view; FIG.7S is a side elevation view taken along section 7S-7S in FIG. 7R; FIG.7T is a side elevation view taken along section 7T-7T in FIG. 7R; FIG.7U is a plan view taken along section 7U-7U in FIG. 7R.

[0038]FIGS. 7V-7X illustrate the equalizing beam of the lower saddle;FIG. 7V is an elevation view; FIG. 7W is a plan view of FIG. 7V; FIG. 7Xis a side elevation view taken along section 7X-7X in FIG. 7W.

[0039]FIG. 7Y is a side elevation view of an alternate embodiment of thelower saddle connected to a tubular pylon support beam with stabilizingshock absorber and bracing rods added. FIG. 7Z is a partial isometricview of the alternate embodiment of the lower saddle connected to atubular pylon support beam.

[0040]FIG. 7AA is a side elevation view of a support pylon showing anupper saddle supported by a tubular base pylon that has an opening in anupper end through which a lower end of an upright extends.

[0041] FIGS. 7AB-7AE illustrate an alternate upper saddle that supportsa catenary cable on top of a base pylon through a set of cable clampingwheel assemblies; FIG. 7AB is a side elevation view of the alternateupper saddle mounted on top of a base pylon; FIG. 7AC is an endelevation view of one of the cable clamping wheel assemblies supportedatop a roller base and wheel bearing members; FIG. 7AD is a plan view ofone of the cable clamping wheel assemblies; FIG. 7AE is a side elevationview of one of the cable clamping wheel assemblies.

[0042] FIGS. 8A-B illustrate the hangers, cross-ties, and rails of thetrack cable systems in the new system in an isometric view; FIG. 8A inpartially exploded perspective and FIG. 8B is in elevation.

[0043] FIGS. 9A-B illustrate the hangers, cross-ties, and power rail ofthe new system in section along line 9A-9A of FIG. 8B and in partialcutaway; FIG. 9A shows a horizontal section of the catenary cablesystem; and FIG. 9B shows an inclined section of the catenary cablesystem.

[0044] FIGS. 10A-C illustrate the cross-ties, cables, and rails of thetrack cable systems in the new system; FIG. 10A in a top view withghosted lines; FIG. 10B in section along line 10B-10B in FIG. 10A and inpartial cutaway; and FIG. 10C in an end view.

[0045] FIGS. 11A-D illustrate a force equalizing assembly tying thecatenary and track cable systems at intermediate points in the span.

[0046]FIG. 11E shows an isometric view of an alternate force equalizingassembly.

[0047]FIGS. 11F-11L show a second alternate force equalizing assembly;FIG. 11F shows an isometric view of the second alternate forceequalizing assembly; FIG. 11G shows a cross-section through a middleportion of the force equalizing assembly; FIG. 11H is a cross-sectiontaken along line A-A as shown in FIG. 11G; FIG. 11I is a cross-sectiontaken along line B-B as shown in FIG. 11G; FIG. 11J is a plan view of aportion of the force equalizing assembly; FIG. 11K is a cross-sectiontaken along line C-C as shown in FIG. 11J; FIG. 11L shows an endelevation view of the second alternate force equalizing assembly.

DESCRIPTION OF THE PREFERRED EMBODIMENT

[0048]FIG. 6 illustrates one of pylons 17 in a preferred embodiment ofthe elevated cableway system, including upper saddle 30 from whichcatenary cable system 16 is strung, lower saddle 200 from which trackcable systems 14 are strung, and base pylon 21 on which lower saddle 200is mounted. Hangers 27 suspend track cable systems 14 from catenarycable system 16 and pre-tension track cable systems 14, as describedabove. Pylon 17 is attached to ground 19 by any suitable technique knownto the art. The precise dimensions of pylon 17 such as height and widthwill be matters of engineering design predicated on well knownstructural principles to account for structural loads, such as vehicleand cable weight, and for loads arising from environmental conditionssuch as wind, seismic activity, precipitation and temperature.

[0049] Upper saddle 30, shown in greater detail in FIGS. 7A-C, permitsrelatively free motion at the top of pylon 17, and transmits verticalloads from vehicle 12 and pre-tensioning forces to pylon 17. Uppersaddle 30 lessens fatigue of catenary cable system 16, requires onlylimited maintenance, and eases implementation of a desired 70 deviationof pylon 17. Upper saddle 30 comprises upright 32 pivotably mounted tobase 34 and is capped by coupling 40, which is engaged with cableconnector 42.

[0050] Turning now to FIG. 7B, coupling 40, cable connector 42, and pin44 atop upper saddle 30 are shown in an enlarged, partially cutawayview. Supports 50 help bear and distribute the load on coupling 40 toupright 32. Cover 52 provides some protection for coupling 40 andconnector 42 from the elements. The socketing and pinned connection ofcoupling 40 engaged with cable connector 42 reduces the risk of fatigueto catenary cable system 16 caused by the shifting of catenary cablesystem 16 across pylon 18 of the system in the Müller '765 patent. Theembodiment of FIGS. 7A-C thereby reduces the risk of fatigue failure incatenary cable system 16 by precluding bending fatigue stresses, thusleaving only tension-tension fatigue stress on catenary cable system 16.This connection also permits shorter cable lengths to facilitatetransportation, handling and construction of the system.

[0051] Coupling 40 in the preferred embodiment is a welded plateassembly including base plate 46 and at least two member plates 48extending substantially perpendicularly from base plate 46 as shown inFIG. 7B. Cable connector 42 is socketed on one end to engage coupling40. Pin 44 joins cable connector 42 to coupling 40 through co-alignedholes in tines 43 of forked connector 42 and coupling 40 when cableconnector 42 and coupling 40 are engaged. The socket and pin connectionprovided by cable connector 42 must be strong enough to sustain the loadon catenary cable system 16 and the loads from environmental conditions.Cables 16 a-b are strung in a first direction from the non-connected endof cable connector 42. Coupling 40 is also joined to a second cableconnector 42 that provides cable connection to cables 16 a-b in a seconddirection, as shown in FIG. 7B.

[0052] Cables 16 a-b are preferably clamped together as shown in FIG. 7Eat predetermined intervals using clamps 49 between cable connector 42and the first one of hangers 27. Clamps 49 are better illustrated inFIGS. 7F-G and comprise pins 51 joining clamp members 53 a-d. Clampmembers 53 a-d define passages 55 a-b through which cable members 16 a-bpass.

[0053] Passages 55 a-b may include flared openings on one or both endsthereof as are discussed in connection with catenary cable clamp 85 andequalizing lock 300. The flared openings of passages 55 a-b are bestshown in FIG. 10C, wherein the lesser diameter at point 57 of passages55 a-b forms the throat of the opening and the greater diameter at point59 forms the flare. These flared openings minimize the “beam effect”wherein a clamped cable behaves structurally as a beam.

[0054] Still referring to the FIG. 7B, upright 32 is pivotably mountedto double V-shaped base 34. Base 34, like coupling 40, in the preferredembodiment is a welded plate assembly and comprises bottom plate 54 andside plates 56. Side plates 56 are attached in slotted channels at eachend of bottom plate 54, as shown in FIG. 7C to define slots into whichtongues 58 extend from the bottom of upright 32. Pins 60, preferablyconstructed from brass to reduce friction, run through co-aligned holesin side plates 56 and tongues 58. Upright 32 supports forces receivedthrough coupling 40 and transmits them to pins 60 about which upright 32rotates.

[0055] Base 34 also includes additional means for bearing the load ofupright 32. Each of these means includes a bearing pin 62 extendingthrough a split flanged sleeve 64 and 66. Flanged sleeves 64 extend fromtongues 58, and flanged sleeves 66 are welded to the interior surfacesof paired side plates 56. Bearing pin 62 is held in place by threadednuts about pin 62 both above and below sleeve 64, and reciprocates insleeve 66. The design of upper saddle 30 described above essentiallyimplements a “pulley”. Pins 60 are the center of rotation for this“pulley” and the length of upright 32 defines its radius. The “pulley”diameter may be variable and, in the preferred embodiment, is 150 timesthe diameter of catenary cable system 16. Although the design handlesforces conceptually as does a pulley, there are obvious structuraldifferences. For instance, rotation of upright 32 about pins 60 isconstrained to a 7° deviation from the vertical norm. This rotation inupper saddle 30 prevents the introduction of high moments to pylon thatare 17 present for the rigid pylons 18 of the system disclosed in theMüller '765 patent.

[0056] In the preferred embodiment, lower saddle 200 is designed toaccommodate deflection of upright 32, and transmit the vertical andlateral loads applied across a portion of track cable systems 14 topylon 17, which ultimately transmits the loads to the ground. In thismanner, the lower saddle transmits loads developed by vehicle 12, cables14, the environmental conditions, and deviation of upper saddle 30 (upto 7 degrees each direction). Furthermore, lower saddle 200 provides fora smoother transition from one pylon span to another than previouslyavailable, and increases the comfort of the vehicle's passengers byreducing the curvature of track cable systems 14.

[0057] Lower saddle 200, represented in detail by FIGS. 7H-7X, isconnected to pylon base 21 beneath pylon upright 32 by way of transversepylon beam 202, that is mounted transversely to and extends outwardlyfrom either side of base pylon 21. This connection between the lowersaddle and pylon base 21 is also illustrated in FIG. 6.

[0058] U-shaped transverse connecting frame 204 is connected to one endof transverse pylon beam 202 and extends downwardly therefrom to acceptand transmit lateral and vertical forces to pylon 17. A second identicaltransverse connecting frame extends downwardly from the other end oftransverse pylon beam 202, providing a second guideway on the other sideof each pylon, but only one such frame 204 will be discussed herein toavoid redundancy. With reference to FIGS. 7M and 7N, transverseconnecting frame 204 includes two vertical suspension beams 206A, 206Bconnected to transverse pylon beam 202 and extending downwardlytherefrom. Suspension beams 206A and 206B are connected by horizontallypositioned transverse beam 208 by way of bolted connections 208A. Webs210 are welded to and extend vertically across transverse support beam208 for added stability. Bearing plates 212A and 212B are welded to andextend upwardly from transverse support beam 208. The assembly of thehorizontal and vertical beams, and other associated hardware thus formsthe structural skeleton of transverse connecting frame 204.

[0059] An alternate means of connecting a lower saddle to a base pylonbeam 201, functionally similar to support beam 208 described above, isillustrated in FIGS. 7Y and 7Z. At least one pair of connecting plates203 is attached to the base pylon beam to substantially encase the basepylon beam. Cap plate 207 is connected to the top of connecting plates203. An upper attachment plate 209 is removably connected to cap plate207 by a plurality of bolts. The attachment plate is fixed to bearingplates 212A and 212B in a manner similar to the attachment of bearingplates 212A and 212B to the transverse support beam described above. Ahanger plate 211 is connected to the bottom of connecting plates 203.The hanger plate is fitted with holes to accept bolts to removablyconnect additional structure as described below.

[0060] A vertical load transmission system is pivotally connected totransverse connecting frame 204, shown in FIG. 7M, or alternatively tobase pylon beam 201, shown in FIG. 7Y, for transmitting vertical loadsdeveloped by the vehicle and cables, as well as those loads developed bydeflection of the upper saddle, to base pylon 21. A primary requirementof the vertical load transmission system is that vertical loadstransmitted by the system should be well distributed over a portion ofthe track cable systems to avoid damaging curvilinear deflections in thecables. Accordingly, the vertical load transmission system is preferablyan isostatic system of interconnected beams and bars arranged in ahierarchical manner.

[0061] More specifically, with reference to FIGS. 7H and 7L, main beam214 is a welded plate assembly formed in rectangular cross-section, andis pivotally mounted through its side walls at the center of itslongitudinal axis to bearing plates 212A and 212B for rotation in avertical plane. Main beam 214 is bi-symmetrical and has a variableheight defined by a sloped upper surface that peaks at its centerdirectly above its pivotal mounting point and slopes downwardly towardsits ends 214E. Lower surface 214L of the main beam is flat and extendshorizontally between ends 214E.

[0062] Dumbbell-shaped collar 216 is mounted at its disc-like ends 216Aand 216B across the sides of the main beam in circular openings 218A and218B, respectively, as shown in FIG. 7N. Shaft 220 is mounted throughthe longitudinal axis of collar 216 and extends out of ends 216A, 216Bthrough cylindrical openings 220A and 220B therein, respectively. Theends of shaft 220 further extend through openings 222 and associatedradial bearings 222A in bearing plates 212A and 212B of the transverseconnecting frame, as indicated in FIGS. 7H and 7N, thereby supportingthe main beam for rotation relative to the pylon. Bearings 222A arebronze to reduce friction.

[0063] A pair of secondary beams 224 are pivotally mounted at thecenters of their respective longitudinal axes to flanges 226 connectedto and extending downwardly from locations near the respective ends 214Eof the main beam, enabling rotation of the secondary beams relative tothe main beam in the same vertical plane that the main beam is rotatablewithin. Flanges 226 are equipped with openings 232A and 232B,respectively, for mounting shafts 234 therein, as displayed in FIGS. 7Land 7Q. Shafts 234 pass through discs 236A and 236B mounted withincircular openings in respective secondary beams 224, pivotallyconnecting the secondary beams to flanges 226 near each end of the mainbeam. Rings 230 retain shafts 234 in place. Like main beam 214, thesecondary beams are formed of a welded plate assembly that results in avariable height and a rectangular cross-section.

[0064] Four tertiary beams 238 are each pivotally mounted at the centerof its longitudinal axis to one of respective secondary beams 224substantially at a respective end of the secondary beam for rotation inthe same vertical plane that the main and secondary beams are rotatablewithin. Referring to FIGS. 7S and 7U, tertiary beams 238 carry collars240 in circular openings 240A. These collars are aligned with tworespective sets of complementary discs 242A and 242B, one set of discs242A, 242B being mounted in circular openings near each end of secondarybeams 224. Shafts 244 extend through aligned openings in the respectivedisc-collar-disc assembly 242A, 240, and 242B to pivotally connect thecenters of tertiary beams 238 to the respective ends of secondary beams224 in a conventional manner. The end portions of the upper and lowerfaces of secondary beams 224 are cut open somewhat to permit unimpededmovement of tertiary beams 238.

[0065] Eight suspension rods 246 are each pivotally mounted at theirupper ends to each of respective ends 238E of the tertiary beams forrotation in the vertical plane. Bolts 248 pass through circular openingsin each of the suspension rod halves 246A, 246B as well as a circularopening in each of the ends of tertiary beams 238. Cylindrical bearings250 are positioned about bolt 248 to facilitate relative rotationbetween the suspension rods and the tertiary beams, and to maintain thespacing between the suspension rod halves. Similar bearings are providedat other interfaces where components rotate relative to one anotherthroughout the lower saddle, in conventional fashion.

[0066] The other end of each suspension rod 246 is pivotally connectedto a cross-tie 256 by way of flange 258 that extends upwardly fromconnecting plate 259. Cross-ties 256 function to transmit vertical andlateral vehicle loads to the vertical and lateral load transmissionsystems, via the engagement of the vehicle wheels with the rails carriedby the cross-ties. Connecting plate 259 is bolted via four bolts 259Aabout the intersection of the cross-tie's longitudinal axis with theaxis of an equalizing beam (described below), enabling rotation ofcross-ties 256 in the vertical plane relative to the suspension rods. Asshown in FIG. 7H, bolts 259A actually consist of four sets of bolts ofvarying lengths to accommodate the differing thicknesses of theequalizing beam across lower saddle 200.

[0067] Bolts 252 pass through circular openings at the bottom ofsuspension rod halves 246A, 246B and openings through flanges 258. Thesuspension rod halves are connected with welded web 257 that effectivelyprovides an I-section to minimize the risk of instability in thesuspension rods. Cylindrical bearings 254 again facilitate relativerotation and maintain the spacing between the suspension rod halves. Rodhalves 246A, 246B are enlarged at each of their ends for the pivotalconnections to the tertiary beams and the cross-ties, respectively, asshown in FIG. 7R. This rotation of the suspension rods at both endsprevents the rods from taking any moment due to lateral forces which, asexplained below, are devoted to the equalizing beam.

[0068] In another preferred embodiment of the vertical load transmissionmeans of the lower saddle, shown in FIGS. 7Y and 7Z, bracing rod pairs247 and shock absorbers 249 are added to alternate tertiary beams 239and suspension rods 246 to further dampen the impact of vertical loadsapplied to the track cable systems by dampening the rate at which thesuspension rods and the tertiary beams rotate relative to one another.The figures disclose an embodiment wherein the secondary and tertiarybeams have hanger plates being used to connect lower members to highermembers. Secondary hanger plate 229 is shown suspended from alternatesecondary beam 225 to support alternate tertiary beam 239. Tertiaryhanger plates 241 are shown suspended from alternate tertiary beam 239to support suspension rods 246. Additionally, sets of suspension rods246 are used rather than single suspension rods 246 at each end of eachtertiary beam.

[0069] Bracing rod pairs 247 have holes at either end through whichbolts 253 pass, thereby pivotally connecting the bracing rods to therest of the assembly. The end of shock absorber 249 adjacent to thelower end of the suspension rods is also pinned by bolt 253 to pivotallyconnect the shock absorber to the suspension rods 246, bracing rod pair247, and alternate cross-ties 255. The alternate cross-ties aresubstantially similar to cross-ties 256 described below, but have twoflanges 258 rather than one, as shown in FIG. 7T. The additional flangeenables attachment of a shock absorber between the flanges, as seen inFIG. 7Z. The opposite end of the shock absorber, i.e. the upper end, ispivotally connected to the adjacent tertiary beam by pinning the shockabsorber with bolt 251 through tertiary hanger plates 241 and suspensionrods 246. Those skilled in the art will appreciate that bracing rodpairs 247 and shock absorbers 249 could be appended to the firstdisclosed beam and hanger arrangement.

[0070] Cross-ties 256 are different from cross-ties 25 on the pylonspans, which are described below. Cross-ties 256 transmit an upwardvertical force to the track cable systems to support them atintermediate points between pylons. Cross-ties 25 transmit an upwardvertical force to the track cable systems to support them from the lowersaddle 200. Referring to FIG. 7X, cross-ties 256 include flat plates 257to which grooved blocks 257A are welded to serve as a bearing for trackcable systems 14. A rail is provided in the form of a second groovedblock R that is used to clamp the carrier cables to cross-ties 256.Three rows of bolts are used to secure grooved blocks R to flat plate257, as shown in FIG. 7W. Interim cable track support sections 257A′ areprovided between cross-ties 256 and are connected to grooved blocks 257Ato form a continuous bearing cradle for track cable systems 14. Groovedblocks R are butterfly shaped, as viewed in FIG. 7I, resulting fromsymmetrical grooves cut into each end. Interim rail sections, not shown,having tongued ends for engaging the grooved ends of the blocks R andare connected thereto to form a continuous rail for supporting thevehicle wheels along the length of the lower saddle.

[0071] Lower saddle 200 further includes a lateral load transmissionsystem that contains equalizing beam 260 carried across the cross-ties256, and lateral support stud 282 carried by transverse connecting frame204, as shown in FIGS. 7H and 7V. Thus, equalizing beam 260 spanstransversely across the lower saddle's cross-ties 256 to transmitlateral forces to lateral support stud 282. The equalizing beam furtherserves to stabilize suspension rods 246 in the face of lateral forces.The equalizing beam must be flexible in the vertical direction so thatthe vertical load transmission system operates effectively as anisostatic system, but also must be reasonably stiff in the lateraldirection to transmit lateral forces.

[0072] To meet these seemingly contradictory requirements, equalizingbeam 260 includes superimposed plates 264, 266, 268, and 270 ofdifferent lengths and thicknesses, as displayed in FIGS. 7V and 7W.Thus, plate 264 is shorter than plate 266, which is shorter than plate268, and so forth. Also, as particularly shown in FIG. 7W, the widths ofthe plates are greatest at the center of their longitudinal axes anddecrease along the lengths of the plates towards each of their ends.This variable width, plus the variable thickness of the super-imposedplate stack, decreases the lateral and vertical moments of inertia ofthe equalizing beam at its end where bending strength is least needed.

[0073] Lateral and vertical loads are transmitted at cross-ties 256 byfour bolts 259A that connect the cross-ties to both the vertical andlateral load transmission systems, which operate independently from oneanother. Thus, as explained above, cross-ties 256 are connected tosuspension rods 246 and equalizing beam 260 using bolts 259A. Referringto FIGS. 7R and 7T, the bolts are fixed in threaded holes 259B in thecross-ties for better transmission of lateral forces than if securedwith nuts.

[0074] The plates of equalizing beam 260 are joined together near theircenters by bolting the plates together along with the center-mostcross-ties 256 and suspension rods 246 using bolts 259A, as displayed inthe left-most equalizing beam 256 of FIG. 7W. The plates of theequalizing beam should otherwise, i.e., outside of the center, be freeto move longitudinally. This freedom of movement is realized by using ateflon coating between the plates that provides for maximum verticalflexibility, and by making the bolt holes in the plates that are alignedwith the other cross-ties slotted in the longitudinal direction. Boltsleeves 259B are provided in these slotted bolt holes that are slightlytaller than the equalizing beam's plate stack to avoid clamping theplates outside of their centers, as shown in the lower portion of FIG.7R. This allows vertical loads that are transmitted from cross-ties 256to suspension rods 246 to effectively bypass equalizing beam 260.

[0075] Referring to FIG. 7N, the lateral load transmission system isfurther connected to transverse connecting frame 204 and extendsdownwardly therefrom in the form of lateral support stud 282 to providefor lateral rigidity of the track cable systems and to sustain loads dueto environmental conditions. Lateral support housing 276 is connected toand extends downwardly beneath transverse support beam 208. Lateralsupport stud 282 is encased within housing 276 and extends downwardlythrough the center thereof.

[0076] The lower portion of steel lateral support stud 282 is taperedand extends downwardly through respective aligned grooves 286 formedthrough clamping plates 262 as well as each of the plates of theequalizing beam, as shown in FIGS. 7J and 7K. External contact faces ofthe stud are chromium plated, and are capped with plates 282A made of ahardened steel material, e.g., quenched and tempered steel. Clampingplates 262 are provided with guide blocks 284 for engaging lateralsupport stud plates 282A and limiting the motion of stud 282 withingroove 286 to linear motion along the axis of the equalizing beam. Guideblocks 284 are also made of a hardened steel material in order tosustain the high contact pressure at the lateral support stud plates. Aplurality of bolts 286A are positioned in aligned bores through theassembly of clamping plates 262, guide block 284, and equalizing beam260 about grooves 286 and secured with nuts to clamp the assembly. Inthis manner, lateral movement of the cross-ties, as well as track cablesystems 14 supported at each of the ends thereof, is controlled.

[0077] Thus, lateral loads resulting from environmental conditions anddeviation (up to 7 degrees either direction) of the upper saddle areapplied through cross-ties 256 and equalizing beam 260 to lateralsupport stud 282. The lateral forces are then transmitted throughtransverse connecting frame 204 or alternatively to base pylon beam 201,which carries the lateral support stud, to the base pylon.

[0078] In the alternate means of connecting a lower saddle to a basepylon beam 201 as describe above in association with FIGS. 7Y and 7Z,the support stud 282 is also employed. The support stud is fixed to alower attachment plate 281. The lower attachment plate has holes toalign with the holes in hanger plate 211, and by receiving bolts throughthose holes is removably affixed to the hanger plate and thus to pylonbeam 201. As in the first described attachment of the lower saddle,housing 276 is used to provide lateral support to support stud 282.

[0079] Referring again to FIGS. 6 and 7B, upper saddle 30, which ispivotable on pins 60 and includes upright 32, constitutes a yieldableleg deviating from a strict vertical orientation in response to loads oncatenary cable system 16 up to 7° either direction. When engaged withcoupling 40 and joined by pin 44, cable connectors 42 can rotaterelative to coupling 40. The relative rotation of cable connectors 42and coupling 40 is a response to loads on upper saddle 30 received viacatenary cable system 16, and permits deviation of the yieldable leg. Asstated above, bottom saddle 200 is designed to accommodate thisdeviation and, through equalizing beam 260, to: (1) minimize in-planerigidity; and (2) provide lateral rigidity to sustain environmentalloads and forces of pylon 17's deviation from the strict verticalorientation. Through this yieldable leg and bottom saddle describedabove, the present invention contravenes the art by providingself-adjusting pylons 17, and provides for a smooth transit of vehicle12 across the system in accordance with regulatory guidelines.

[0080] The present invention also contemplates two additionalembodiments of the upper saddle and base pylon combination. FIG. 7AAshows one alternate embodiment. Therein, tubular upright 33 is supportedby tubular base pylon 23 that has an opening in its upper end throughwhich a lower end 35 of the upright extends. The arrangement permitsrotation of upper saddle 31 in response to forces applied to thecatenary cable system, but limits the rotation by interference of lowerend 35 of upright 33 against the inside of tubular base pylon 23.Coupling 41 is substantially similar to coupling 40 disclosed above.

[0081] FIGS. 7AB-7AE illustrate a second alternate embodiment of theupper saddle and base pylon. As shown in FIG. 7AB, a base pylon 29supports an upper saddle composed of a bearing assembly 135 and cableattachment assemblies 140. Bearing assembly 135 is composed of baseplate 136 that provides holes for receiving bolts to connect to basepylon 29 below, and a platform for connection of additional componentsabove. Support member 137 extends vertically from base plate 136 toprovide vertical separation between the base plate and catenary cablesystem 16 supported above. Roller base 138 is supported on top ofsupport member 137 to provide a surface that defines a pattern of travelof cable attachment assemblies 140 above. In the embodiment shown, thepattern of travel defined is a curvlinear pattern approximating thenatural curve of catenary cable system 16 under a given load. FIG. 7ACshows two crane rails 139 supported on top of roller base 138 to providewheel-bearing surfaces on which cable attachment assemblies 140 cantravel.

[0082] The components of cable attachment assemblies 140 are illustratedin FIGS. 7AC-7AE. Each cable attachment assembly is supported on cranerails 139 by wheels 141 which are coaxially attached to axle 142. Axle142 is attached to additional components used to clamp the catenarycable system by axle retainers 143. Axle retainers 143 are bolted toupper channel members 144. Upper channel members 144 are welded to aplate 146 and angles 147 to make up the upper one half of the componentsused to clamp the catenary cable system. Lower channel members 145 aresimilarly welded to a plate 146 and angles 147 to form the lower half ofthe components used to clamp the catenary cable system. The upper andlower halves are bolted together through angles 147 at their ends andthrough plates 146 near their centers. Teflon linings 148 are fittedaround the catenary cable system 16 (cable 16 a and 16 b) between thetwo halves so that when the bolts connecting the two halves aretightened, adequate pressure will be exerted on the catenary cables toconnect the cables to the cable clamping assemblies. However, theflexibility of the teflon will be relied upon to ensure that the appliedpressure will not be so great as to crush or damage the cables.

[0083] The cables, rails, and cross-ties of the elevated cableway systemare illustrated in FIGS. 8A-10C. FIG. 8A is an isometric, partiallyexploded view of hangers 27 a-b, cross-ties 25, and carrier rail 14 ofthe present invention that replace the counterparts in the Müller '765patent depicted in FIG. 2. FIG. 8B is a frontal, elevation view of longhanger 27 a and cross-tie 25 and shows the relationship of vehicle 12 toone such hanger/cross-tie combination in ghosted lines.

[0084]FIGS. 9A and 9B provide additional views of hanger 27 a: FIG. 9Ain section and partial cutaway along line 9A-9A of FIG. 8B; and FIG. 9Bin section along line 9B-9B of FIG. 9A. FIGS. 10A-C depict rail 100,cables 14 c-d, and cross-tie 25. FIG. 10A is a partial top view, FIG.10B is a section taken along line 10B-10B of FIG. 10A in partialcutaway, and FIG. 10C in a front view of rail 100 and bottom guide 102.

[0085] Returning to FIG. 8A, two alternative embodiments for hanger 27are shown: long hanger 27 a and short hanger 27 b. As is shown in FIGS.2 and 4, both long and short hangers are used depending on the hanger'sdistance from pylon 17 and span midpoint 22. In addition to differinglengths, hangers 27 a-b differ in that hanger member 91 of hanger 27 ais a locked-coil steel cable but in hanger 27 b is a rod. Furthermore,short hanger 27 b can be used in different lengths using the sameconstruction. Two different lengths are used for short hanger 27 b in asingle 600 m span in the preferred embodiment.

[0086] The length of hangers 27 a-b is calculated to pre-tension trackcable systems 14 as described above, to transmit vertical,pre-tensioning forces to pylon 17, and to ensure clearance betweencatenary cable clamp 85 and vehicle 12 in high winds, and so the lengththereof will depend on the particular application for a givenembodiment. The effective length of hangers 27 a-b can be adjusted bytightening and loosening nuts 70 and 72 on threaded end 68 of hangermember 91 described below to adjust the pre-tensioning forces. Thelength of the threads on threaded end 68 must consequently be sufficientto accommodate the desirable range of tensions. In long hanger 27 a,this will nominally be a 0-300 mm and in short hanger 27B the lengthwill vary but be at least greater than 50 mm.

[0087] Hangers 27 a-b are suspended from catenary cable system 16 byclamping cables 16 a-b in openings 87 a-b of suspension clamp 85 shownin FIG. 8A. Suspension clamp 85 is pivotably mounted to hanger member 91at pivot 76. Suspension clamp 85 comprises first guide member 86 boltedto lower guide member 88 as shown in FIGS. 9A-B. Suspension clamp 85includes passage 106 through which threaded end 68 of hanger member 91extends, and block 78 joined to first guide member 86 at pivot 76 suchthat catenary cable system 16 and suspension clamp 85 may pivot relativeto hanger member 91 16° relative to the horizontal normal as shown inFIG. 9D. Block 78 includes a bore through which threaded end 68 ofhanger member 91 extends. Block 78 rests on a shoulder formed onthreaded end 68 and is secured thereagainst by nuts 70 and 72 and washer74.

[0088] Disadvantages to the clamping of cable 16 typically include cablefatigue and the “beam effect”, in which cable behaves structurally as abeam. Suspension clamp 85 minimizes these disadvantages by includingflared openings 89 in grooves 87 a-b as shown in FIGS. 9A-9B. Flaredopenings are also employed in equalizing locks 300 discussed below andshown in FIGS. 11A-D.

[0089] Hanger member 91, as shown in FIGS. 8A-B, of long hanger 27 a isjointed and includes upper piece 92, essentially a threaded fork member,and lower piece 94, a steel cable, moving relative to one another atjoint 96; hanger member 91 of short hanger 27 b is not jointed. Thearticulation provided by joint 96 and pivot 76 provides flexibility inhanger 27 a that will reduce bending moments therein resulting from theloads of power rail 90 and vehicle 12, as well as other forces. Hence,the elimination of joint 96 in hanger 27 b, in which bending moments areof less concern because of the shorter length of hanger member 91, andthe inclusion of pivot 76, permit the suspending of hanger 27 b fromcatenary cable system 16.

[0090] Referring still to FIGS. 8A-B, cross-tie 25 is an asymmetricI-beam mounted to the hanger member 91 at pivot 98 at collar 93 ofhanger member 91 distal to catenary cable system 16 in both long hanger27 a and short hanger 27 b. Pivot 98 is a cylindrical plain bearingproviding flexibility and thereby reducing flexural effects in cables 14and 16. Cross-tie 25 is preferably constructed from cast steel and isI-shaped in cross-section as shown in the isometric view of FIG. 8A andin the cross-sectional view of FIG. 10B. Openings 95 are either cast ormilled in cross-tie 25 to reduce weight and, consequently, the load oncatenary cable system 16.

[0091] Cables 14 a-d of track cable systems 14 are shown in ghostedlines in FIG. 8A. Track cable guides 102 comprising bottom guide members104 and rails 100, joined as shown more fully in FIGS. 10A-C, aremounted to opposite ends of cross-tie 25 as shown in FIGS. 8A-B. Guidemembers 104 may be either formed integrally with or bolted to cross-tie25 as best shown in FIGS. 10B and 10C by bolts 114 extending throughbores 116 and secured by nut and washer combinations 118. Stillreferring to FIGS. 10A-C, rails 100 are then mounted by mating bolts 114with slot 120 in rail 100 and sliding rails 100 until properlypositioned as shown in FIG. 10C. When rails 100 are properly positionedrelative to guides 104, rails 100 and guides 104 define grooves 122shown in FIG. 10C through which cables 14 a-d are strung as shown bestin FIGS. 10A-B and in ghosted lines in FIG. 8A.

[0092] Rails 100 constructed of aluminum comprise modular segments thattypically are sufficiently large to span the entire distance betweenhangers 27. Although one end of each segment will be relatively fixed inposition by the mating of bolts 114 to slot 120 as discussed above, theother end will be softly, rather than rigidly, fixed by the mating ofgrooves 122 with cables 14 a-d. The movement thereby permittedaccommodates thermal expansion of the segments and is therefordesirable. Thus, thermal expansion joints 127 are created between railsegments such as joint 127 between segments 129 shown in FIGS. 8A, and10A-B. Joints 127 are preferably angled at 45° relative to thelongitudinal axis of rails 100. Rails 100 also include upper surfaces132 and sides 134 providing a smooth and gliding surface for vehicle 12in the preferred embodiment as discussed below. Although not shown, thepreferred embodiment includes a layer of insulation between rails 100and cables 14 a-d to avoid corrosion and reduce noise.

[0093] Other modifications may be employed in the design of rails 100.For instance, holes 124 are milled into individual segments of rails 100to decrease weight and the heads of bolts 114 need not be of uniformheight above cross-tie 25 if it is desirable to incline segments ofrails 100. One may furthermore provide some means for heating rails 100for use in particularly cold climates. These and other suchmodifications are contemplated by and are within the scope of theinvention.

[0094] As is known to those in the art, vehicle 12 must be powered as ittraverses the system and so provision must be made for power rail 90 asshown in FIGS. 8B and 10B. Power rail 90 may be mounted to cross-tie 25as shown in ghosted lines in FIGS. 8B and 10B. Power rail 90 is graspedby power rail guide 84 bolted to plate 112, which in turn is bolted tothe bottom of cross-tie 25. As shown in FIG. 8B, a power rail 90 andpower rail guide 84 are preferably mounted to each end of cross-tie 25in this embodiment. Also as is known in the art, power rail 90 must beelectrically insulated from all other parts of the system for safetyreasons.

[0095] The relation of vehicle 12 to the combination of hanger 27,cross-tie 25, and track cable systems 14 is best illustrated in FIG. 8B.Carrier wheels 126 mounted on either side of the vehicle above its roof128 in any convenient manner rotate in the vertical plane, ride on theupper surface 132 of rails 100, and carry the weight of vehicle 12.Guide wheels 130 rotate in the horizontal plane, contact sides 134 ofrails 100, and maintain the lateral position of vehicle 12 vis-a-vis thecarrier rails.

[0096] Referring now to FIGS. 11A-D, force equalizing assembly 300, alsoknown as an equalizing lock, is provided for joining catenary cablesystem 16 to track cable systems 14 between the pylons to equalize thetension between the catenary and track cable systems. Force equalizingassembly 300 substantially prevents relative movement between catenarycable system 16 and track cable systems 14 and distributes forcestherebetween through friction on the cables. As such, the forceequalizing assembly reduces the maximum deflection of the guideway byimpeding relative movement between the cables. Force equalizing assembly300 includes force equalization plate 302 having three sets of parallelchannels formed along the length of the upper surface thereof foraccepting catenary cable system 16 in the center two channels 302B andtrack cable systems 14 in the outer four channels 302A. Thus, thechannels are shaped to approximate one-half of the respective cablecircumferences except that the ends of the channels are flaredoutwardly, as illustrated in FIGS. 11C and 11D.

[0097] Clamping plate 304 also has three sets of parallel channels thatare formed along the length of the lower surface thereof for acceptingcatenary cable system 16 in center channels 304B and track cable systems14 in outer channels 304A. Like the channels of the force equalizationplates, the channels of the clamping plates are shaped to approximateone-half of the respective cable circumferences except that the ends ofthe channels are flared outwardly.

[0098] As shown in FIGS. 11C and 11D, the channeled surfaces ofrespective force equalization plates 302 and the clamping plates 304 arecomplementary such that the plates may be assembled about the cables forfrictionally locking the cables within the respective channels toequalize the tension in the catenary and track cable systems. Therespective flared ends of the channels in the assembled plates form afrusto-conical cavity in each end of the assembly about each of thecables for reducing wear on the cables by limiting engagement, andtherefore bending stresses, with the ends of the plates, a featurelacking in the Müller disclosure. The flared ends are defined bynarrower diameter 307 and greater diameter 309 in the opening of thechannel through the assembly as best shown in FIG. 11D.

[0099] Plates 302, 304 are assembled by the insertion of a plurality ofbolts 306 through a respective plurality of complementary bores 308formed in the plates along the sides of the channels. Bolts 306 are highstrength bolts to assure the proper tightening force, and arecountersunk such that their heads are flush with the upper surface ofclamping plates 304. Bolts 306 are retained by respective nuts 310.Flush mounting of the bolts prevents the possibility of the vehiclewheels colliding with one of them.

[0100] Clamping plate 304 may have an upper surface that is elevated atits center (not shown) above the two center channels 304B to provide agreater cross-sectional area at the areas of greatest stress. The uppersurfaces of plate 304 are further adapted for engagement by the wheelsof the cable car.

[0101] The force equalizing assembly interfaces with the rail profile toassure a continuous running track. The rail profile must thereforeaccommodate the profile, i.e., shape of equalizing lock 300. It followsthat the 45° expansion gap in the rail cannot be used at the rail'sengagement with the force equalizing assembly.

[0102] The present invention further contemplates two alternateembodiments of the force equalizing assembly of cable encasing membersfor connecting and distributing forces between the catenary cable systemand the track cable systems. The first alternate force equalizingassembly, or equalizing lock is illustrated in FIG. 11E. Several wheelsupport rails, 350 and 354, have been removed in the figure in order toclearly illustrate the-components below the rails. The assembly of cableencasing members is made up of frame 333 with connections thereto. Theconnections of the cables are made with spelter sockets 334, as shown inthe figure, or by any other cable encasing connection known to those inthe art. Frame 333 is made up of base frame 336 which is an elongatedplate with U-shaped ends 338. U-shaped ends 338 of the embodiment shownconsist of legs 340 and 342 which are of different lengths. Because legs340 and 342 are of different lengths, clearance is created between theconnections to allow for less moment stress development at the base ofthe “U” for a given tensile load on the cables. That is, if the legswere not of different lengths, the connections would be side by side. Inorder for the side by side connections not to interfere with oneanother, legs 340 and 342 would have to be farther apart. Because thelegs would be farther apart, a greater moment would be created neartheir respective connections to the rest of the frame. The differentlength legs avoid this condition.

[0103] A plurality of askew connection plates 344 extend from thevertical faces of base frame 336 at acute angles to the longitudinalaxis of the base frame and provide points of connection for track cablesystems 14. On both sides of base frame 336, cross members 346 extendfrom the face of base frame 336 to carry spacer plates 348 and wheelsupport rails 350. Bracing bars 352 extend perpendicularly from crossmembers 346 to provide lateral support for the cross members.

[0104] Wheel support rails 350 span between cross members 346 and mayhave spacer plates 348 between the rails and the cross members to giveadditional elevation to the rails. Wheel support rails 350 typically donot have track cables running underneath them. However, wheel supportrails near the transition points where the track cables must passunderneath and into the support rails must be altered to avoidinterfering with the track cables. Thus, transition wheel support rails354 have channels cut in their lower faces and sides to allow passage ofthe cable of the track cable systems 14 through the sides of the wheelsupport rails.

[0105] The second alternate force equalizing assembly is illustrated inFIGS. 11F-L. As illustrated in FIGS. 11F and 11G, the assembly of cableencasing members is made up of an assembly body 367, a catenary cablesystem clamp 370, and a pair of track cable system clamps 368.

[0106] In a preferred embodiment, assembly body 367 includes of a pairof parallel tubular beams 372 extending the length of the forceequalizing assembly that support a plurality of cross extensions that inturn support catenary cable system clamp 370 and track cable systemclamps 368.

[0107] The cross extensions are made up of tubular columns 374, lateralbracing plates 376, span plates 378 a-b, and wing plates 380, as shownin FIGS. 11G and 11I. A plurality of tubular columns 374 extendvertically from tubular beams 372 to support span plates 378 a-b.Lateral bracing plates 376 are provided between consecutive tubularcolumns 374 to provide support to the columns span plates 378 a-b areconnected between laterally adjacent tubular columns 374 to supportcatenary cable system clamp 370. Span plates 378 a are notched to sit ontop of tubular columns 374. Span plates 378 b are not notched and areattached to the sides of every other laterally adjacent set of tubularcolumns 374. Span plates 378 a are attached to the tubular columns 374at either end of the force equalizing assembly. Pairs of span plates 378b are therebetween attached to every other laterally adjacent set oftubular columns 374. Pairs of span plates 378 a are attached to everyother laterally adjacent set of tubular columns not connected by spanplates 378 b. Catenary cable system clamp 370 slides in catenary clampgrooves 379 between catenary cable reaction plates 382. Catenary cablereaction plates 382 are attached between alternating pairs of adjacentspan plates 378 a. Therefore, each catenary cable system clamp 370slides in grooves 379 between every other pair of span plates 378 a.Catenary cable springs 384 are placed between catenary cable systemclamp 370 and reaction plates 382 to yieldably transfer forces betweencatenary cable system clamp 370 and reaction plates 382.

[0108] As illustrated in FIGS. 11J and 11K, catenary cable reactionplate 382 is made up of inverted T-shaped body 385 and insertableinverted T-shaped wedge 386, each connected to the other by boltsthrough both of their respective wings. Inverted T-shaped wedge 386 isused to facilitate assembly of the force equalizing assembly. After allof catenary cable system clamps 370 have been put in place aboutcatenary cable system 16 and within assembly body 367, inverted T-shapedwedges 386 are inserted into inverted T-shaped bodies 385 and bolted inplace. The function of the wedges is to energize catenary cable springs384. Those skilled in the art will appreciate that it would not bepossible to assemble and adjust catenary cable system clamps 370 aboutcables 16 if the springs were energized or compressed to workable loadsduring the assembly process. Therefore, by inserting wedges 386 betweencatenary cable springs 384 after all of catenary cable system clamps 370have been put in place in assembly body 367, the force equalizingassembly can be successfully assembled.

[0109] Continuing now with the description of assembly body 367, wingplates 380 are attached to tubular beams 372 on both sides of the forceequalizing assembly to provide support for track cable system clamps368. Track cable system clamps 368 slides in track cable clamp grooves381 between track cable reaction plates 388. Track cable reaction plates388 are attached between alternating pairs of wing plates 380, as seenin FIG. 11H. Therefore, each track cable system clamp 368 slides ingrooves 381 between every other pair of wing plates 380. Track cablesprings 390 are placed between track cable system clamps 368 andreaction plates 388 to yieldably transfer forces between track cablesystem clamp 368 and reaction plates 388.

[0110] As illustrated in FIGS. 11J and 11K, track cable reaction plate388 is made up of a T-shaped body 391 and an insertable T-shaped wedge392, each connected to the other by bolts through both of theirrespective wings. In a manner essentially identical to inverted T-shapedwedge 386 of the catenary cable clamp described above, T-shaped wedge392 of the track cable clamp is used to facilitate assembly of the forceequalizing assembly.

[0111] As illustrated in FIGS. 11G and 11I, each catenary cable systemclamp 370 is formed by a clamp sliding body 394 and a catenary clampingplate 396. Clamp sliding body 394 and clamping plate 396 havecomplementary channels in which cables of catenary cable system 16 aresecured by bolting body 394 and plate 396 together. FIG. 11I also showsa cross-section of catenary reaction plate 382 as formed by invertedT-shaped wedge 386 inserted into inverted T-shaped body 385. Energizedcatenary cable springs 384 between wedge 386 and catenary cable systemclamp 370 are also illustrated.

[0112] Similarly, as illustrated in FIGS. 11G and 11H, track cablesystem clamps 368 are formed by a clamp sliding body 398 and a clampingplate 399. Clamp sliding body 398 and a track clamping plate 399 havecomplementary channels in which cables of track cable systems 14 aresecured by bolting body 398 and plate 399 together. Similar to FIG. 11Iabove, FIG. 11H shows arrangements of track reaction plates 388 andtrack springs 390.

[0113] With a large cable clamping mechanism such as the forceequalizing assembly of the present embodiment, it is problematic thatunless the cable slips near the end of a clamp closest to theapplication of load, the clamping pressure near the farthest end of aclamp cannot be fully utilized. That is, if the clamping pressure nearthe end of a clamp closest to an applied force is great enough to hold acable without slipping, the clamping pressure at the end of the clampfarthest from the applied force is not utilized. In the preferredembodiment described here, this limitation is overcome by using aplurality of clamps that intermittently grasp the cables, but areallowed to deflect relative to one another and a fixed body,specifically assembly body 367. The means for accomplishing controlledrelative movement among clamps is to place springs between the clampsand the cross extensions of the assembly body. By using springs withdifferent spring constants, different amounts of resistance can begenerated between selected clamps. By placing springs with lower springconstants closest to the end of the cable to which load is applied,these clamps will be allowed to deflect more under a given load. Sincethe clamps on the closest end are allowed to deflect more, more load ispassed on to the farther clamps. By this mechanism the clampingpressures required by the respective clamps are equalized.

[0114] The arrangement described above is employed both with catenarycable springs 384 and catenary cable system clamps 370, and with trackcable springs 390 and track cable system clamps 368. The numbers andspring constants of the various springs would be a matter left to thediscretion of the designer for a given set of loadings.

[0115] A basic problem with clamping cables is that large stresses tendto be generated near the point where a cable exits a clamp. Furthermore,the stress is accentuated if the cable is subjected to lateral loadingsthat additionally strain the cable at the exit point due to bendinginduced by the lateral loading. In a preferred embodiment of the presentinvention, as illustrated in FIGS. 11F and 11L, an extension memberguide 400 is added to the force equalizing assembly to address thisproblem.

[0116] Extension member guide 400 is bolted to assembly body 367 at theentry and exit ends of catenary cable system 16. Extension member guide400 guides catenary cable system 16 into catenary cable system clamp 370to reduce the wear on catenary cable system 16 due to combined tensionand bending of catenary cable system 16 at the point of entry intocatenary cable system clamp 370.

[0117] In a preferred embodiment, extension member guide 400 is formedby an upper guide 402 and a lower guide 404, the combined profile of theguides fitting around catenary cable system 16. Upper guide 402 andlower guide 404 are formed with complementary holes so that they may beclamped together by a plurality of bolts.

[0118] The holes formed for catenary cable system 16 through extensionmember guide 400 are slightly larger than the cables of catenary cablesystem 16. The purpose of the enlarged holes is to provide for limitedclamping of catenary cable system 16 without generating the unwantedstress at the outer ends of the clamp. Extension member guide 400essentially guides catenary cable system 16 more squarely into catenarycable assembly clamp 370. Thereby, the more extreme stresses developedby combined tension and bending of the cable are not experienced. In apreferred embodiment of extension member guide 400, linings 406 arefitted between guide 400 and cable system 16 to provide limited clampingfriction therebetween without inducing wear therebetween.

[0119] It is therefore evident that the invention claimed hereinincludes many alternative and equally satisfactory embodiments withoutdeparting from the spirit or essential characteristics thereof. Those ofordinary skill in the art having the benefits of the teachings hereinwill quickly realize beneficial variations and modifications on thepreferred embodiments disclosed herein such as that discussed in theabove paragraph, all of which are intended to be within the scope of theinvention. For instance, all cables in the preferred embodiment arelocked-coil steel cables because of their high corrosion resistance,density, and moduli of elasticity as well as their lower sensitivity tobearing pressure. However, other types of cables may also be suitable insome embodiments. The preferred embodiments disclosed above mustconsequently be considered illustrative and not limiting of the scope ofthe invention.

What is claimed is:
 1. A force equalizing assembly for joining acatenary cable system to a pair of track cable systems at points betweensupport pylons in an elevated cableway system to equalize the tensionbetween the catenary cable system and the track cable systems,comprising a system of cable encasing members for frictionally engagingcables of the catenary cable system and the track cable systems abouttheir respective circumferences and for distributing the forces appliedby the catenary cable system and the track cable systems among thecatenary cable system cables and the track cable systems cables.
 2. Theforce equalizing assembly of claim 1 wherein said system of cableencasing members comprises: a force equalization plate having at leastthree parallel channels formed along the length of a surface thereof foraccepting the catenary cable system in the center channels and saidtrack cable systems in the outer channels, the channels being shaped toapproximate half of the respective cable circumferences except that theends of the channels are flared outwardly, a clamping plate having atleast three parallel channels formed along the length of a first surfacethereof for accepting the catenary cable system in the center channelsand said track cable systems in the outer channels, the channels beingshaped to approximate the other half of the respective cablecircumferences except that the ends of the channels are flaredoutwardly, the channeled clamping plate having a second surfacedopposite the first surface that is adapted for engagement by the wheelsof the cable car, the second surface being elevated opposite the centerchannels to accommodate stresses imposed by the clamped cable assembly,and the channeled surfaces of the force equalization plate and theclamping plate being complementary such that the plates are adaptablefor bolting together through respective bores therein for frictionallylocking the catenary and track cable systems within the respectivechannels to equalize the forces in said respective catenary and trackcable systems, the respective flared ends of the channels in theassembled plates forming a frusto-conical cavity in each end of theassembly about each of said respective catenary and track cable systemsfor reducing wear on the cables by the ends of the plates.
 3. The forceequalizing assembly of claim 2 wherein said system of cable encasingmembers includes a plurality of bolts passing through a respectiveplurality of complementary bores in the force equalizing plate and theclamping plate and clamping the plates together.
 4. The force equalizingassembly of claim 2 wherein the force equalization plate and theclamping plate each have six parallel channels formed along the lengthof the respective surfaces thereof for frictionally locking two catenarycables in the center two respective channels and four track cables inthe outer four respective channels when the plates are assembled.
 5. Theforce equalizing assembly of claim 4 wherein the surface of the clampingplate opposite the channeled surface is elevated opposite the center twochannels to accommodate stresses imposed by the clamped cable assembly.6. The force equalizing assembly of claim 1 wherein said assembly ofcable encasing members comprises a plurality of spelter sockets.
 7. Theforce equalizing assembly of claim 1 wherein said assembly of cableencasing members includes a frame with cable connections for cablesconnecting from angles acute to the longitudinal axis of the frame andfor cables connecting parallel with the longitudinal axis of the framefor therethrough distributing forces among a catenary cable system and apair of track cable systems.
 8. The force equalizing assembly of claim 6wherein said assembly of cable encasing members includes a frame withcable connections for cables connecting from angles acute to thelongitudinal axis of the frame and for cables connecting parallel withthe longitudinal axis of the frame for therethrough distributing forcesamong a catenary cable system and a pair of track cable systems.
 9. Theforce equalizing assembly of claim 7 wherein said frame comprises: abase frame including an elongated plate with U-shaped ends forconnecting the catenary cable system cables to each end, a plurality ofaskew connection plates attached to vertical faces of the elongatedplate of said base frame at acute angles to the longitudinal axis ofsaid base frame for connecting the track cable systems cables, and aplurality of cross members extending from the faces of the elongatedplate of said base frame on opposite faces of the elongated plate forcarrying wheel support rails at outer ends of said cross members. 10.The force equalizing assembly of claim 9 wherein said frame furthercomprises a plurality of bracing bars extending perpendicularly fromsaid cross members and between said cross members for laterallysupporting said cross members.
 11. The force equalizing assembly ofclaim 9 wherein the respective U-shaped ends of said base frame includelegs upon which the cable connection are made up, the legs havingdifferent lengths to provide clearance between the connections of eachof the cables of the catenary cable system to the legs.
 12. The forceequalizing assembly of claim 9 wherein each leg of the U-shaped ends ofsaid base frame has a hole to accept a pin of a connection that isconnected to a cable of the catenary cable system.
 13. The forceequalizing assembly of claim 11 wherein each leg of the U-shaped ends ofsaid base frame has a hole to accept a pin of a connection that isconnected to a cable of the catenary cable system.
 14. The forceequalizing assembly of claim 9 wherein each askew connection plate has ahole to accept a pin of a connection that is connected to a cable of thetrack cables systems.
 15. The force equalizing assembly of claim 9wherein each said cross member supports a spacer plate at its endbetween said cross member and said wheel support rails to elevate saidwheel support rails.
 16. The force equalizing assembly of claim 9wherein said wheel support rails are connected atop said frame forsupporting a wheel of a vehicle traversing the elevated cableway system.17. The force equalizing assembly of claim 16 wherein said wheel supportrails have channels cut in their bottom sides to allow passage of thecables of the track cable systems through the sides of the wheel supportrails.
 18. The force equalizing assembly of claim 1 wherein said systemof cable encasing members comprises: a catenary cable system clamp thatgrasps the catenary cable system, and a plurality of track cable systemclamps that grasp the pair of track cable systems and are yieldablyattached to the catenary cable system clamp, the top surface of saidplurality of track cable system clamps being adapted for engagement bythe wheels of a vehicle traversing the elevated cableway system.
 19. Theforce equalizing assembly of claim 18, said catenary cable system clampfurther comprising an extension member clamp slidably guiding thecatenary cable system into said catenary cable system clamp to lessenwear on the catenary cable system due to bending of the catenary cablesystem at the connection to the catenary cable system clamp.
 20. Theforce equalizing assembly of claim 19 wherein said extension memberguide comprises: a pair of opposing members extending outwardly fromeach longitudinal end of the assembly body for fitting around thecatenary cable system, and a plurality of linings fitting between thepair of opposing members and the catenary cable system and providing forclamping friction therebetween while reducing wear therebetween.
 21. Theforce equalizing assembly of claim 18 wherein said plurality of trackcable system clamps comprises: a plurality of cross extensions attachedto the catenary cable system clamp, and a plurality of springs attachedbetween said cross extensions and said track cable system clamps forproviding a yieldable attachment therebetween.
 22. The force equalizingassembly of claim 21 wherein the spring constants of said springs arevaried, with the springs attached between said cross extension and saidtrack cable system clamps nearest to the middle of the plurality oftrack cable system clamps deflecting less under a given load than do thesprings farther away from the middle of the group, thereby more equallydistributing the loads carried through and clamping pressures exerted bysaid track cable system clamps, allowing said track cable system clampsthat are farther from the middle of the group to deflect, whereby theclamps near the middle of the group will have greater load transferredto them.